Automatic train control



Nov. 1, 1927. 1,647,954

C. BRQQA AUTOMATIC TRAIN CONTROL Filed April 2 1926 4 Sheets-Sheet 1 INVENTOR z I t J 17/1 ATTORNEY WITNESS:

Nov. 1, 1927. 1,647,954

6. BRUNA AUTOMATIC TRAIN CONTROL Filed April 21. 1926 4 Sheets-Sheet 2 I TTORNEY ITNESS:

Nov. 1, 1921. Q 1,647,954 I C. BRUNA AUTOMATIC TRAIN CONTROL Fil April 21, 1926 4 Sheets-Sheet 3 my? INVENTOR ATTOFINEV Nov." 1927; 1,647,954

- c. BRUNA AUTOMATIC TRAIN CONTROL Filed April 1926 4 Sheets-Sheet 4 INVEN DR W J? -rropwzv Patented Nov. 1, 1927.

CHARLES BRUNA, or new YORK, 1v. Y.

A UTOMATIC TRAIN CONTROL.

Application filed. Apri1'21, 1926. Serial No. 103,591.

' This inventionrelates to improvements in automatic train controls. n

The principal object of the invention resides in an automatic train control operable on the block principle, wherein the track over which a train is adapted to pass is divided into blocks to prevent a train in the rear from approaching too near the train ahead in the event that the motorman or engineer of the rear train should fail to heed the stop signal. set against him and Wl1l( 3l1 signals are usually provided along the railroad and subway tracks for warning purposes. I

' vide an automatic train stop 1n which the train ahead automatically charges or energizes a rail or cable in a block to the rear 7 of the same, to automatically set the block for operating suitable control means on an approaching train which 7 may enter the charged block, whereby therear train maybe brought to a stop to prevent a rear endcollision of the same with the train ahead and which forward train automatically deenergizes the rear block as the same enters another block ahead. Briefly, a block or section of the track. is placed in condition behind each train to bring an approaching rear train to a complete stop.

Afurther object is to provide a means for automatically shutting off the power of a train and for applying the brakes when a train approaches too near a train ahead providing the approaching train is moving at a high rate of speed, but whichonly operates to shutoff the power of the approaching train when entering a charged block. at a relatively slow rate of speed whereby the train may be permitted to drift or, coast by reason of its momentum until the same comes to a stop. The blocks are sufiicient distance apartas to prevent a coasting train fro1nreaching the train ahead. y

With these and other objects in view, the invention resides in certain novel construc tion and combination and arrangement of parts, the essential features of which are hereinafter fully described, are particularly pointed out in the appended claims, and are illustrated in the accompanying drawing, in

which g y Figure V1 is a diagrammatic View of my in-, vention showing the same applied to a portion of a straight track. a

Figure 2 is a diagrammatic View showing Another object of theinvention is to prothe manner in which the principle maybe utilized for protecting switches. p Figure 3 is a sectional elevational viewof the make and break device for charging a rear block. a 1 f Figure 4 is a horizontal sectional view on the line l l of Figure 3. y

Figure 5 is a sectional elevational view of the trolley.

Figure 6 is a vertical transversesectional View on the line .6 43 of Figure '5.

Figure 7 is a top plan view of the motormans power control box. Figure 8 is a top plan View ofthe automatic power controldevice.

t Figure 91s adetail sectional view on the line 9-9 of Figure 8.. j a

Figure 10 is a vertical sectional, view on the line 1O -1O of Figure 9. g

Figure 11 is-a vertical sectional view of the automatic air valve. V

, Referring imore particularly to the draw ings, the reference numeral 10, designates a railroad track and primarily a subway track for electric trains wh-ereinthepowerfor operating a train thereon is obtained by the use of a third rail. Extending parallel op- V posite the track 10 is a rail 11 which we shall terma fourth rail which is constructed of a pluralty of lengths of joined rail sec tions 12, certain of which are insulated from each other asat 13 to provided blocks A, B,

CandD. m.

Adjacent the entrance to each block and disposed opposite the rail l2, I provide a make and break device 14, while a charged cable 15 extends parallel to the rail 12, which cable receives its energy from a suitable power station." Each makeand break device 14, comprises a cylindrical casing 16 for housing a solenoid 17. The outer end of the sliding cor-e18 of the solenoid 17 extends through the'top of the casing and is pro-o vided with a head19, which is disposed with? in the path of the outer flange 20 of a trol-. ley wheel 21 and which trolley wheel will be engagement with a pair of spaced contacts23 the casing. When the solenoid 17is encr gized, the core is held in a raised position by means of a flat spring 25 which seats in a notch 26 provided in the core but which 'more fully described herein afteni The low-. o er end of the core 18 carries a plate 22- which -is insulatedtherefrom and is slidable into i and 24 extending inwardly from one wall of:

spring allows the coretodropv to bridge the contacts when engaged by the trolley wheel, as the pressure of the wheel is capable of overcoming the tension of the spring.

The contact 24 of each make and break device is connected with the power cable 15 by a wire 25, while the contact 23 is connected to the rail 12 in the next rear block by a wire 27. One end of the windingon the solenoid 17 is electrically connected with the track 12 ofthe block by a wire 27, while the other end of the winding is grounded as at 28. i

The trolley wheel or roller 21 is keyed to a shaft 29 which is journalled for rotation in a bracket 29 suspended from the front end of a train by means of an arm 30. The upper end of the arm 30 carries a disk adapted to be bolted to the under-portion 31 of the ear of a train, while the lower end of the same extends into one end of a cylinder 32. The free end of the bracket 29 extends into the opposite end of the cylinder and both the ends of the arm and bracket are provided with disks 33, between which a helical expansion spring 34 is interposed for yieldingly holding the trolley in engagement with the track 12 so that the same may easilyv ride over any irregularities in the rail 12 without disengaging the trolley wheel therefrom. The bracket 29 is of a conducting material and has one end of a wire 35 connected thereto while the other end of said wire leadsto a terminal on a panel board 36 adapted to be positioned in the motormans compartment of the train.

' Mounted upon the bracket 29 is an automatic circuit make and break device 37 which comprises a casing 38 within which one end of the shaft 29 extends. The shaft carries a cross arm 39 which is keyed thereto and to the ends of which, brush carriers 40 are respectively pivoted. The free end'of the brush carriers are provided with brushes 41 for wiping engagement with the collector ring segment 42 which is'counter-sunk within an insulating ring 43 which encircles the inner walls of the casing 38. The purpose ofthemake and break device 37 to collect current when the approaching train is moving at a'high rate of speed for transmitting the current to "an electrically controlled automatic air bra-ke'valve 44 which is arranged in the air brake line of the train for causing the air brakes of the train to be automatically applied. The circuit make and break device 37 is electrically connected to the automatic brake valve 44 by a wire 45, one end of which is connected to a terminal 46 ex tending from'the collecting ring 42 beyond the exterior of the casing 38 while the other end of the wire connects with the'winding of a solenoid 47 mounted within a housing 48. 1 The other end of the winding of the solenoid is grounded as at 49.

A valve casing 50'is suspendedfrom the underside of the housing 48 and to which the ends of a pair of air pipes 51 and 52 are respectively connected. A bevelled valve seat53 ,is, provided within the valve casing intermediatethe inlet and outlet side thereof for co-action by a valve head 54 provided on the lower end of the sliding core 55 of the solenoid 4'7. The upper end of the core 55 carries a disk 56 adjacent the upper end thereof and which end projects beyond the top of the casing, and interposed between the top of the casing 48 and the disk 56 is an expansibl e spring 57 which normally acts to keep the valve head 54 seated. However, upon the energizing of the solenoid 47 by reason of the circuit make and break device 37, the core 55 will be caused to raise and unseat the 'alve head to allow the air in the air line to pass through the valve for the purpose oi applying the brakes on the train will be readily appreciated.

The reference numeral 58 designates the motormans control box within which is mounted a pair of: spaced fixed poles 59 and 60 between which an armature 61 is turnably mounted. The box 58 has a removable cover 62 through which the upper end of the armature shaft 63 extends for the reception in a socket 64 provided in a control handle 65. The handle is not keyed to the shaft but is free to turn thereon. Thelower end of the armature shaft is provided with a square socketor recess 66 for engagement with the shaft oi the control box now used on trains, so that when the armature shaft turns. the same will transmit a turning movement to the control mechanism of the train. Mounted on the armature (31 parallel to the armature shaft is a solenoid G7, the core 68 of which is normally held in an extended position by a spring 69. The upper end of'the core is provided with a rounded nose 70 which extends through an arcuate shaped slot 71 in the top cover plate 2 when the solenoid is in a deenergized condition. The nose 70 extends into a recess 72 provided in the handle and which acts as a key for permitting the handle to impart a turning movement to the armature (3.1 and shaft 63 when it is desired to turn on the current ofthe train. However, when the poles 59 and 60 and solenoid G7 are energized, the nose 70 is retracted from the socket or recess 72, whereupon the poles tend to swing the armature to a position shown in the drawing leaving the handle in the on position. It will be seen that if the handle is now manually moved to an off position, the same will have noeffect on the train as the cnrrent has already been automatically shut off by the return of the armature. lVhen the solenoid and poles are deenergized, the spring (39 will force the nose oi the core into the recess whereupon the handle may be manually moved to again put on the power.

ltlll which is insulated therefrom as at 7 5. a i

A wire 76 leads from the winding of the pole 59 to a terminal on the panel board 36, and whichterminalis bridged by a wire with the terminalto which the wire connected. The other pole fi-Ois connectcd to a terminal on the panel board by a wire 77, and which'latter terminal connects with a terminal tovwhich aground wire 78 is connected. An electric lamp 79 is arranged in shunt with the poles 59 and and is adapted to light when the poles are energized to visibly indicate to the moto-rman that the train has entered a charged block, and which light will automatically disappear when the block is deenergized thereby indicating that the motormananay apply thepower to again put-thetrain 1n motion. l a

In operation, we shall presume that a train is travelling in the block C, whereupon the trolley wheel carried by the train has pressed, down upon the core 18 ofthe make and break device 14, causing the rail section 12 of the blockB to be charged or energized by reason ofthe bridging of the contacts 23 and 24 by the plate 22 carriedby the core. Currentwill then pass from the power cable 15 through the contacts 23 and 2% of the make andbreak device'above mentioned and through the wire 26 to the rail 12 of the block B. It will be appreciated that the train in the block G has just passed over the make and break device arranged in the block B whereupon to charge block A, and in travelling in the directionbindicated by an arrow in Figure 1 of the drawings. As the make and break device 14 in the block C is operated to charge block B, block 13 becoming charged will energize the solenoid 17 at the make and break device 14 in block A, thus causing the core 18 ot' the said make and break device to raise whereupon the connection between the contacts 23 and 24 of the make and break device in block A is broken, thereby resetting thesam-e for engagement by another train which may attempttoap- Y proach the train in block C from the rear.

Having deenergized block A and energized bldck B, it will be seen that should a "rain enter the said blockB, current will flow through the trolley wheel 21, wire 35 to the panel board 36, thence through the wire 76 to the stationary field or pole 59 through the collecting ring 74, through onehalf oithe armature 61 to the solenoid 67 which is electrically connected therewith, from where it passes to the other half of the armature 61 to the collecting ring and through the other pole of the stationary field 60, back to the panel and through the wire 77 and thence to the ground 78; This energizes the solenoid 67 and poles 59 andgGO-to cause the nose 7 0 of the core 68 of the solenoid to be retracted'to release the control handle of. the approaching traimand automatically causethe armature which may have been in an on position to swing to an oil positionywherein the current for the operation 'ot'the approaching train is automatically shut off.

In the event that the approaching train enters block B while travelling at aifast rate of speed, the automatic airvalve M will operate to put on the brakes ofthe -approaching train; The automatic air valve is arranged in parallel with the circuit just described and operates in the following manner; The centrifugal force of tlie'trolley wheel shaft 29 tends to throw the shoes 41 into contact with the collecting ring segment 42 Yx'lllCll completes the circuit through the rail 12, controlwheel 21, shaft'29, shoes 41,

wire 45 to the solenoid 17, which is energized to lift the valve head 54; from its-seat 53 to permit air in the air line to passto the air brake mechanismprovided on the approaching train for the purpose oi automatically applying the brakes thereto. The

' solenoid47 is grounded as at 9, thus completing the circuit for energizing the same When the solenoid 47 is deenergized, the spring- 57 automatically seats the valve head to relieve the air pressure to the. air brake mechanism, thus allowing the tram to proceed.

In Figure 2 oi the drawings, I have shown the same principle as above mentioned with the exception that the same is shown as applied for protecting the switches. In the drawing, the reference character F designates a make and break device which is similar in construction to the make and break devices 1% hereinbet'ore mentioned. The device F is provided at the end of attrack G l to cause the train when reaching the endot the track G to operate the make and break device F to prevent an approaching train from entering the end block. A make and break device K is arranged in the track H for actuating the make and break device .1

after the train has G to track H;

That is claimed as new is 1. In an automatic train stop, the combination with the power control mechanism of an electric train, power control, actuating means operatively-connected with the power control mechanism, said power control mechanism' including. an armature operable with passed through the track said power control mechanism'and interposed between a pair of magnetic fields, and I a solenoid arranged in series with saidniagnetic fields and movable with said armature, an energized rail, and means engageable with said rail and adapted to be carried by the train for actuating said power control actuating means for moving said power control mechanism from an on position to an off position.

2. In an automatic train control, the combination with the power control mechanism of a train, an armature having one end con nected therewith, a pair of magnetic fields normally deenergized for permitting said armature to be turned relative thereto, a control handle freely turnable on the other end of said armature, a solenoid mounted on said armature and arranged in an electric circuit with said magnetic fields, the core of said solenoid normally engaging said handle whereby rotation of said handle to an on position will cause said armature to turn to actuate said power control mechanism, and upon the energizing of said magnetic fields and solenoids will cause the core to be retracted from engagement with said handle whereupon the magnetic fields will automatically return said armature to move said power control means to an off position.

3. In an automatic train control, a pair of rail sections, the ends of which are insulated from each other, a trolley wheel, a make and break device disposed along one of said rail sections, said make and break device including a solenoid having a sliding core'therein, said solenoid and the other of said rail sections being arranged 1n a normally open electric circuit, means for holding said core in the path of said trolley wheel whereby said trolley wheel engages said core and depresses the same against the action of said means, and switch means operable upon the depression of said core to close said circuit to energize the last mentioned rail sect-ion while travelling over said first mentioned rail section.

4. In an automatic train control, a pair of rail sections, the ends of which are insulated from each other, a trolley wheel, a make and-break device disposed along one of said rail sections, said make and break device including a solenoid having a sliding core therein, said solenoid and the other of said rail sections being arranged in a normally open electric circuit, means for holding said core in the path of said trolley wheel whereby said trolley wheel engages said core and depresses the same against the action of said means, and switch means operable upon the depression of said core to close said circuit to energize the last mentioned rail section while travelling over said first mentioned rail section, and means for energizing said solenoid to reset said core after the trolley wheel has passed from one rail section onto the next adjacent rail section.

In testimony whereof I have affixed my signature.

CHARLES BRUNA. 

